Aston Martin DB4

A Rare Rolex – The Submariner 6536

Anyone who knows me will attest three things: I adore Rolex Submariners, I am truly fascinated by the processes of design and I am generally astonished by the extent that some people go to both understand their subject and display their knowledge.

The first is proven by the extent to which I have sung the praises of the iconic Rolex Submariner on many occasions in the pages of Aestheticons – see here a couple of our earlier pieces – Rolex Submariner and The Submariner

The second is fundamentally the reason that Aestheticons exists and I hope is amply demonstrated by our success amongst the likeminded.

Finally, and I cannot claim the credit here, which must go to Paul Altieri and the nice people at Bob’s Watches and Monochrome Watches – both who have links at the end of this piece. Their devotion to the study of the Rolex Submariner and are an illustration of why these fabulous watches have become virtually an “investment class” as would be understood by financial professionals.

When we walk into a Rolex dealer or look at the array of excellent pre-owned models on-line we tend to be looking at the most readily and commercially available. There are few of us who will get the opportunity of seeing yet alone owning one of the often early and ultra rare version of Rolex’s iconic diver’s watch, the Submariner.

The Submariner with case number 6536 is a case in point. Given the time it now takes to bring a new version to market the early days of the Submariner were marked by an ability to introduce and retire models frequently. The 6536 is such a model. It was released in 1955 and made for just one year and I understand that only around 100 pieces were ever made.

So how can you identify a 6536? It features an unprotected 6mm crown – giving a 100m depth rating – with no side guards built into the case. Early – very rare versions – had the depth written in red ink on its face. Some ultra rare versions came with the Explorer dial but the majority featured a mix of round indexes and stick batons with the inverted triangle at 12 – as used in the modern Submariner. There are one or two specimens with the Arabic 3-6-9 markings of the Explorer.

The Explorer came with the same Mercedes-style hands that first joined the Submariner range from 1954. The very earliest models retained the longer types, with a minutes hand that overlapped the dial’s outer chapter ring, before being shortened at some point during the production cycle.

The 6536 was powered by the Cal. 1030, a 25-jewel automatic caliber first introduced in 1950 – you won’t find any with the ‘Officially Certified Chronometer’ text on the dial – it became a long terms Rolex favorite.

Link to Paul Altieri’s of Bob’s Watches excellent piece here Rare Rolex Submariner

Ok so let’s understand what we mean by valuable – here’s the full link to Monochrome Watches detailed piece Valuing Rare Rolexes

Running left to right in the above photo –

The 1955 Rolex SUBMARINER Ref. 6536 with Red Depth rating –
Rolex Submariner Ref. 6536 100m Red Depth Rating 5 digits serial number is for sale for €80.000

The 1955 Roles SUBMARINER Ref. 6536 with Ultra-Tropical “Explorer” dial
Rolex Submariner Ref. 6536 explorer dial ultra tropical and 5 digits serial number is for sale at €280.000.

The 1956 Rolex Submariner Ref. 6538 with “Big Crown” and Red Depth Rating – Legend has it that this is the one worn by Sean Connery in the James Bond 007 movie “Dr. No”is for sale at €175.000.

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Images courtesy of Bob’s Watches and Monochrone Watches.

Clarks Desert Boots

The Fast Show – a UK TV show from the mid-1990’s – had a wealth of characters created by Charlie Higson and Paul Whitehouse – amongs others. One particular favourite was “Louis Balfour” – played by John Thomson – who was the oh so slightly pretentious presenter of “Jazz Club” with a catchphrase – when all else failed – of “Nice!”. You rarely got to see his feet but my bet is that he would’ve worn Clarks Desert Boots

See here a sample of Jazz Club The Best of Louis Balfour’s Jazz Club

Now you have to follow this, Louis was cut from a very similar cloth to a couple of Art Masters at my last school. They insisted on being called “Chris” and “Steve” as indeed I suspect they were their real names and as 6th Formers it seemed odd to continue with “Sir”. They wore corduroy jackets – in brown and country green – one with contrasting leather elbow patches – they had a penchant for practical Farah Hopsack trousers – don’t ask – and each had several pairs of iconic Clarks Desert Boots.

Quite what desert there were planning to cross in leafy Cheshire was uncertain but none the less these two were simply the coolest guys in the school. “Steve” with his long hair even drove a late reg VW Beetle – click here to our previous post Volkswagen Beetle – an icon re-imagined – you can imagine he was already ice cool to me.

Assured not to be bitten by scorpions nor rattle snakes, Clarks Desert Boots to this day are an iconic and a highly flexible wardrobe essential that you can wear with jeans, moleskins or chinos and they will always look the part. Just avoid wearing in the rain – they are suede and, after all, are intended for deserts!

C. & J. Clark International Ltd, (“Clarks”) was founded in 1825 by Quaker brothers Cyrus and James Clark in Street, (Somerset, England) where its HQ is still based – although manufacturing is now predominantly undertaken in Asia. Clark’s continues to be 84% family owned.

Since 1879 the Clark’s trade mark has been the distinctive Glastonbury Tor with the St Michael’s tower.

The Desert Boot was launched in 1950 having been designed by the co-founders, James’, great-grandson, Nathan Clark, a serving British Army Officer based in Burma. It is said that the Desert Boot was based on the unlined boots made in the bazaar’s of Cairo for returning British Army Officers during the Second World War.

Post War the Desert Boot saw adoption by the Mod Culture in UK, the Beatnik Culture in the US and were known to be a favourite of the Student anit-capitalist demonstrations in Paris in May 1968.

Why not be like Steve McQueen or Liam Gallagher and get a pair of Clarks original Desert Boots – please click the links below the images below to be directed to AMAZON – the two links show the full colour range available.

Clarks Desert Boot, Men’s Derby, Braun (Cola Suede), 10 UK

Clarks Originals Desert Boot, Men’s Derby Lace-Up, Brown (Brown Sde), 9 UK 43 EU)

Images courtesy of C & J Clark International Limited

Iconic Beach Cars

As many return from overseas holidays, stay-cations and City breaks I wanted to send a “wish you were here” digital postcard – also my 300th Aestheticons post – from a wonderful visit to France’s Cote d’Azur, more particularly, the iconic French beach-side town of St Tropez with it’s simply beautiful pastel shaded port.

Fame was assured for this picturesque coastal town when the 1950’s French actress, Brigitte Bardot, born in 1934 and still a local resident at Baie des Canebiers, featured in the 1956 Roger Vadim directed and ground breaking “And God Created Woman” (“Et Dieu Crea la Femme”). Mdme. Bardot’s impact on the region has been honored by local baker “Senequier” who in 1956 launched the delicious “La Tarte Tropezienne”, a delicate almond cream filled brioche topped with powdered icing sugar and chopped pistachio.

Shot on location in and around St Tropez the film also provided a springboard for the world renowned beach club/restaurant “Club 55” that was founded from a dilapidated beach shack by the parents of current owner, Patrice de Colmont, who provided food for the cast and crew of filmmakers. Rumored to have recently been offered €30m for his iconic beach club M Colmont is understood to have politely turned down the offer as he preferred not to become one of his clients eating the signature dish of “Panier des Crudites” with anchoiade mayonnaise!

The town’s along this stretch of the Cote D’Azur are each rather distinct and have their own style. The beach is never far from people’s minds as they negotiate, sometimes to the frustration of the locals, the summertime traffic of fellow tourists.

Naturally in this style capital it is vital to get your beach or port transport right. For those not seeking to impress in the vast array of American muscle cars that are to be spotted in many locations, my preference is to celebrate the more quirky and classic vehicles.

Aestheticons readers will already know of my passion for the GRP bodied Citroen Mehari – see our previous post here – Citroën Méhari – A reliable French classic that is patriotically supported and really enjoyed in St Tropez and its surrounding villages.

The Mini Moke, which has the look of a vehicle that was designed for the breeze of the Cote D’Azur, is a very popular ride either to the beach or to park up alongside a visiting boat transporting provisions for a day at sea. For the the right clients it is possible to rent one of these wonderful and iconic cars for your stay. See our previous posts here – Mini Moke Goes Electric .

Closer to the original Mini, I have seen parked in Grimaldi Village, a beach version with wicker seats and no doors, called the “Austin Mini Beach”. It was very beautiful and, I understand, extremely valuable! See our previous post here celebrating the iconic Mini – Mini – the best selling car in Britain

The third leaf of this Fleur de Lys of wonderful beach and port transport is the Ghia designed Fiat Jolly based on the equally iconic Fiat 500 – see our previous post here – Fiat 500 – 1957-2017

Seemingly one of the most valuable of these iconic beach cars price points of $100,000 have been mentioned for these basket weave seated, frilled canopied expressions of Italian style.

Greek shipping tycoon Aristotle Onassis is said to have had and loved his Fiat Jolly.

In 2108 this charming little car celebrated its sixtieth anniversary and to coincide the guys at Fiat commissioned Garage Italia to produce a reimagined version of the Jolly, limited to 1958 editions, and called the Fiat Spiaggina.

Image Credits – used with grateful thanks – Hemmings Car Auctions and Garage Italia/FIAT

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Mike Hawthorn – 1958 Formula One World Champion

At the weekend, with a couple of my kids, I visited the Brooklands Museum – see the Museums website here – Brooklands Museum in Weybridge Surrey the home of British Aviation and early Motor Racing. My late father had been an early Trustee of the Museum assisting it to secure substantial support from Shell, his former employer. I am told there is a plaque to his memory on site but, sadly, we couldn’t locate it.

My father was a very keen follower of Motor Racing, he ran part of Shell’s commitment to sport and visited tracks all over the world in the 1970’s and 80’s. As kids we even lived in the village of Silverstone.

Prior his early years in the Army and then in commerce in Africa and elsewhere, my Dad was schooled at Ardingly College in West Sussex. A rather typical English Boarding School which produced well rounded chaps in the 1940’s. His close friends and contemporaries included Bill Cotton (the son of the 1940’s Band Leader, “Billy Cotton”, who became the head of BBC TV) and John Michael (“Mike”) Hawthorn, who because of his hair coloring, was nicknamed “Snowball”. See our previous post mentioning Mike Hawthorn here – Morgan Cars

Born in Yorkshire on 10th April 1929 this blond and debonair young man was an iconic British racing driver and the very essence of what made motoracing glamourous. He drove a Ferrari and his penchant for racing in a bow tie did much to concrete his reputation as a gentleman racer of the finest tradition. Behind his steely blue eyes lay a depth of grit and ambition that would see him secure the Formula One World Championship alongside a host of other trophies.

Mike Hawthorn’s biography “Challenge Me The Race” carries the line “The first motor races I ever saw were at Brooklands. I was only a very small boy, but to me it was heaven to watch the cars thundering round those towering cliffs of concrete where the banking curved under the Members’ Bridge, to wander along the lines of brightly coloured cars in their stalls in the paddock, to jump as an exhaust snarled suddenly and to sniff the aroma of castor oil.”

Leslie, Mike’s father had relocated from Doncaster to Farnham, Surrey – opening The Tourist Trophy Garage in 1931 – to be nearer Brooklands. His father is said to have driven a young Mike in a Riley 2.0 litre around the legendary track thus sealing his ambition to race. This must have been a fascinating era with the Sunbeam, Napier Railtons and Bentleys battling on the banked curves of the Brooklands circuit.

Mike started racing bikes in 1947 and after a period in Formual Two driving a Cooper Bristol and being courted by the Jaguar team – managed by Lofty England – he joined the Ferrari Team in 1953. He suffered burns following a crash in 1954 in Syracuse (Italy) and whilst hospitalized his father was tragically killed in a car accident. Mike joined Jaguar in 1955 as team leader, replacing Stirling Moss. After a tragic Le Mans in 1955 and a week Jaguar performance at the same race in 1956 – which led to Jaguars retirement from racing – in 1957 Hawthorn rejoined Ferrari.

On 19th October 1958 – nearly 60 years ago – driving for Scuderia Ferrari, Mike failed to win the Moroccan Grand Prix at the newly built Ain-Diab Circuit. He was beaten into second place by Stirling Moss driving a Vanwall. Despite his position, Hawthorn secured, by a single point (total 42 points), the 1958 Formula One World Championship, the first British driver to do so. Moss came second with 41 points. Anoraks will be amused to note that Bernie Ecclestone competed in the same race – one of only two starts ever by Bernie in a Formula One – the second being the same year at Silverstone.

Immediately following the race Hawthorn announced his retirement from motoracing after eight amazing years. Sadly, the 29 year old champ was unwell following the loss of his friend Peter Collins and a recurrent, and, many have said probably terminal, kidney complaint.

Sadly on 22nd January 1959 Mike was killed in a British Racing Green, Mark 1 3.4 litre Jaguar – Reg VDU 881 – that had been loaned to him by the Jaguar team, that crashed on the Guilford by-pass. Whilst the circumstances are unclear it seems that on the wet surface with a witness attesting to seeing his car traveling at around 100 mph, he may have been racing Mercedes Team’s Rob Walker, who was driving a gull-winged doored Mercedes 300 SL.

See this dated Pathe newsreel announcing in its staccato voice over the sad news of Mike’s death Mike Hawthorn Killed

Image credits – used with grateful thanks Brooklands Museum, Pathe News and Motor Sports Magazine

MGB

I was flattered to be asked to contribute To the January-February 2018 edition of The London Magazine – the Capital’s oldest. I was asked to write their 25th “My London” piece which you can see here please – My London by Mark FR Wilkins . I refer to one of London’s tribes, as a “typical” MGB owner. I suggest that this still holds largely true, despite that the owner may now be in his 70’s although the corduroy’s will still be worn!

These are adored British cars that have even described by Simon Chalesworth in his brilliant piece on the MGB in February 2018’s “Classic and Sports Car”, as the “gateway drug into whatever this is that we do with old cars”. I understand, that a good quality example of an MGB can be acquired at reasonable cost and by a proficient mechanic or a hired hand it can be up, running and looking fine in reasonably short order and comparable cost.

The MGB is a four cylinder, two-door British roadster – open topped/rag roofed sports car – produced by British Motor Corporation, later British Leyland, between 1962 and 1980, from its famed Abingdon (Oxfordshire) works. It used braking and suspension from the MGA and the engine dated to a design from the late 1940’s.

A previous outing of the MG brand was seen in Aestheticons with the MGA – please see here our previous piece – MG – MGA

The MGA is a stunner and I thought it couldn’t be surpassed but those who know tell me that the MGB is infinitivly more fun and certainly a greater level of comfort – particularly later models – over its predecessor. The Sunbeam Alpine, also featured here before, seems to have set an newly raised bar one that the MGB sought to attain – see our earlier post here – Sunbeam Alpine – Bond’s first car

Below is an MGB Mk 1, in Tartan red with a black interior and red piping. It was built in Abingdon in February 1963 and was an early car; the MGB being first shown to the market in September 1962. This car, a stunning example, is Norwegian owned and had 22 previous owners!

The MGB with its 1798 cc BMC B-Series engine – which was upgraded in 1964 and again in 1967 – initially achieved a 0–60 is around 11 seconds but required detuning in 1975 to be comply to stricter US emission standards, the US being a key export market – you’ll note our featured image is a left hooker. The same year the MGB, which was one of the first cars to benefit from crumple zone technology, was fitted with black polyurethane bumpers to comply yet further with the US Health & Safety codes – some see these as a blight the MGB’s otherwise clean lines and great looks.

Variants including the MGB GT – which first appeared in 1965 – the MkII MGB and MGC that both appeared in late 1967 with the latter benefitting from a six cylinder engine in a MkII MGB body. With around 9000 examples of the MGC made by August 1969 it was withdrawn and is highly regarded by collectors for its ride and handling.

In 1993-5 the MGB bodyshell was brought out of retirement by Rover and used for a limited 2000 MG RV8 roadsters to celebrate the MGB’s 30th Anniversary.

As much as I adore these splendid small English sports car my garage is destined for others. I’d be more than keen to have a die-cast model of an MGB on the shelf in my Man Cave – join me by clicking the Amazon link below the image!

MG B MGB Cabrio grün Modellauto 10002 T9 1:43

Photo credits with grateful thnaks – Trygve Sørli/www.petrolicious.com, The London Magazine, Marc Vorgers,

Triumph TR2, TR3 and TR4

The response to our recent post featuring the Triumph Stag – see our previous post here – Triumph Stag– was phenomenal. Whilst watching a film set in the 1950’s that featured a dashing young chap arriving to pick up his lady love in an early Triumph sports model, I decided to dig deeper into the Triumph Stags’ ancestry. I discovered that the star of the TV show was a Triumph TR2 – quite a stunner.

I have never suited the image of cordouroys, a flat cap and a pipe-smoker but these seem almost compulsory for the devotees of the sprightly, iconic and classic English sports cars.

A model described as the 20TS (unofficially the TR1) was shown at the London Motor Show in October 1952 – see below a rare photo of this prototype – to a mixed reception. The then Chairman of Standard-Triumph, Sir John Black, requested the assessment of the 20TS from BRM’s development engineer and test driver, Ken Richardson. It was so damning – a slow, poor handling death-trap – that Sir John sought Black’s help to redesign the car.

Black’s efforts resulted in substantial improvements and in March 1953, at the Geneva Motor Show, the TR2 debuted. It benefitted from a parts pool culled from the Standard Motors range that gave the TR2 excellent reliability, albeit with rather basic handling and an uncomfortable ride. It sold between 1953 and 1955.

In 1955, the TR2, as a result of minor styling changes and an upgraded engine became the TR3 – “Small Mouth”.

In 1956 Girling Disc brakes on the front were added exponentially improving the braking. Styling changes alone to the TR3 in 1957 resulted in the TR3A – as it is often described – was, for me, the nadir of good design for this series. Although far from “modern”, the TR3As were appreciated in both Europe and the US with annual production exceeding 10,000 vehicles.

In 1962 TR3B entered production and look virtually identical to the TR3A but with engine and carburetor upgrade. It was offered concurrently with the new TR4 in response to dealers concerns about the TR4 being regarded by the core audience as being too modern.

Realizing that the TR3 needed a significant facelift in 1961 Triumph engaged Italian designer Giovanni Michelotti – already well known for his work with Ferrari, Alfa Romeo, Maserati and BMW – to design the TR4. His boxier body looked much more modern with a larger cabin, although under the skin it was largely a TR3 with upgraded steering. Michelotti designed extensively for Triumph, his work included the Triumph Stag.

In 1965, the TR4 became TR4A with a much improved ride, a more tuned engine and quieter exhaust.

For me the TR4 with its wire wheels and elegant lines is the definitive small English sports car.

The TR3 and TR4 saw production runs in the region of 70,000 cars each so there’s lots of potential examples out there both those that are Concours ready and those that could benefit from a significant re-build. Checking sites like http://www.hemmings.com or http://www.erclassics.com will demonstrate that a price range – depending on condition between £5,000 and £30,000.

You’ve been promising yourself that you’ll find a classic sports car to rebuild – perhaps now’s the right time.

Would a Buyer’s Guide to the TR2 and TR3’s assistant you in your quest? If so, published in July 2018 is an Essential Buyers Guide – click the AMAZON link below the image to order your copy

Triumph TR2, & TR3 – All models (including 3A & 3B) 1953 to 1962: Essential Buyer’s Guide

If a TR4 is more your thing then there is also and Essential Buyer’s Guide for this model – click the AMAZON link below the image to get your copy

Triumph TR4/4A & TR5/250 – All models 1961 to 1968 (Essential Buyer’s Guide)

You’ll, of course need a trusty Haynes Owner’s Worshop Manual – get a copy here that covers the TR2 to TR4A – please click on the AMAZON link below the image

Haynes 0028 Car Maintenance Service Repair Manual

I do appreciate that your enthusiasm may only stretch to wearing the T shirt – in this case a personalised vehicle registration plate – if so, please click on the AMAZON link below the image

Triumph TR2, TR3, TR4, TR5, TR6, TR7 Chassis Plate T-Shirt *PERSONALISED* Model & Reg Plate (M, Charcoal)

Photo Credits – with grateful thnaks – Hemings.com, Standard-Triumph

Billingham 225 Camera Bag

Returning to my core mission of celebrating aesthetically pleasing and classically designed icons mention must be made of the beautiful English made bags of M Billingham and Co Ltd – better known to us as “Billingham Bags”.

In 1973, Martin Billingham founded his eponymous business making fishing bags and forty years on the business is still in family ownership. Indeed the essence of the light brown canvas bags are reminiscent of a trout fishing bag my father gave me over forty years ago complete with many internal sections for reels and tackle. By 1978 it was discovered that a large number of their bags were being sold to a New York based photographer thus igniting the most important connection between these durable water-resistant canvass and rubber bonded bags, edged in finest leather and their obvious target market.

Typically a Billingham bag is full of sections divided by velcro sided foam panels that can be varied to accommodate several lenses, camera bodies, flash units and filters. The larger models also feature external straps to hold tripods.

The world of photography has undergone a revolution in its transition to digital image capture and a trend away from larger SLR type cameras – Please check out here our piece on the new Hasselblad X1D – Hasselblad X1D to the more convenient “point and shoot” or even the use of a high pixel camera like that of the new iPhone X. Yet it seems that the future of the Billingham bag, as the bag of choice for the professional or serious amateur photographer, seems set for many years to come. The Billingham range has also evolved to offer a range of smaller bags designed for compact cameras and their accessories.

I bought my first Billingham bag, a large brown canvass 225 with chestnut leather piping, in the late 1980’s to accommodate my beloved SLR camera, a Nikon 801 body – to which I had attached a Nikon motor drive – and had a large flash unit, several Nikkor zoom and wide angled lenses, straps, boxes of Ilford and Kodachrome film – both black and white and colour – and a tripod. It was an excellent collection that I used regularly and produced some pretty decent photos. My habit of saving both boxes and receipts from my favourite camera shop “Fox Talbot” (that merged with lager rival “Jessops” in 1998 now owned by TV’s Dragon’s Den investor, Peter Jones) stood me in good stead. In the middle 1990’s, when we were away on holiday and our house was being renovated and some light fingered painter/decorator stole my entire Billingham bag and its contents. The insurance company were impressed by my proofs of purchase and refunded the entire loss allowing me to replace my favourite bag and its contents.

For me the most adaptable bag in the current Billingham range – and there are more expensive ones – and the one I have owned for several years, is the Billingham 225 – see here a live review of this bag –Billingham 225 camera bag

If you would like to enjoy the evident benefits of these most appealing icons of modern photography please click the AMAZON link below the image

Billingham 225 Canvas Camera Bag With Tan Leather Trim – Khaki

Image credits M. Billingham & Co Ltd and Hasselblad AB

Scalextric

My Dad really liked Hornby “00” gauge electric train sets. The level crossings, the stations complete with milk churns, uniformed Porters with trolleys and passengers in tweeds with brown suitcases. He bought me a Hornby “00” set as soon as he could assure himself that I was old enough not to be electrocuted myself. I played along as he enjoyed it so much mounting endless lengths of track onto a huge board and creating a village and hillside scenes.

What I really wanted was an iconic Scalextric set. Like all good parents they usually obliged the reasonable requests of their offspring and for my tenth birthday I got my first set.

As kids we lived in the village of Silverstone (Northamptonshire, UK) a home of the British Grand Prix. The circuit is owned the British Racing Drivers Club and is the home of the Jim Russell racing school.

My Dad’s gift was a Scalextric Grand Prix circuit and one of the many combinations of the track set up was a reproduction of the Silverstone circuit with Woodcote, Stowe and Copse Corners and Hangar Straight.

It was an era when club racing with Minis and Porsches was as much fun as the more serious and competitive Formula 1, so I decided to build the shorter Silverstone Club Circuit. I had four slot cars that I really liked to race, a green Mini, a Red Mini Mini – the best selling car in Britain and two Porsches in red and white Porsche 911 Targa and One Millionth Porsche 911.

I had two gun trigger controls in red and blue – as opposed to older palm held thumb plunger type of control – that gathered dust like a magnet and heated quickly filling the rooms over which I arranged my track with a electrical smell that I remember to this day.

Over the years my usual birthday and Christmas requests were for more track, cars, an automatic lap counter – that proved hazardous to some cars as the slot connection often derailed it if hit the lap counter too hard – armco barriers, banking and track buildings – the pits etc. Pieces of track were ostensibly rather boring presents but straight and curved pieces with their interlocking electrical elements and black press studs could create a difficult chicane or a straight for breakneck speed.

Scalextric was first made in 1956 by British inventor, Fred Francis. He first made “Scalex” small model clockwork cars made of tin.

Facing a downturn in demand for his Scalex cars, Francis added a small motor to his cars and a slot with electric brushes that provided contact to the track’s power supply from concealed batteries. Scalextric was launched at the 1957 Harrogate Toy Fair “Scalextric” was a huge hit. “Scalextric” is now owned by Hornby Hobbies of England.

In 2009 Top Gear’s James May announced the re-creation of the original Brooklands track – in situ – using Scalextric. He broke the Guiness Book of Records record for the World’s longest Scalextric track – 2.95 miles/4.75 km. My late Dad was a Trustee of the Brooklands Trust – that owns the Circuit. He would have loved the very idea!

Images Courtesy of Scalextric/Hornby/Daily Telegraph and the Brooklands Trust

The Hovercraft

Seldom do we seen such a dramatic shift away from one established technology with the arrival of a competing and, often, better new technology or solution – this is described by the cruelly true word of “obsolesce”.

A classic example is the Kodiak 35mm film or the Polaroid camera – see our earlier piece here on the Polaroid Camera – when confronted with the dawn of mass digital photography and the ever increasing pixels of the cameras incorporated into mobile phones demand for these former market leaders collapsed.

The powered or manual ribbon typewriter was rendered redundant by the arrival its victor, the word processor/computer.

An equally dramatic commercial market shift can be seen in the impact that the opening of the Channel Tunnel, in May 1994 and the commencing of its passenger services in November 1994, had on the transport links typified by ferry boats and today’s iconic design, The Hovercraft.

On many occasions from the mid 1970’s to late 1980’s I used the Hovercraft services that ploughed between the Kent coasts and Northern France. Akin to flying, rising up then skuttling across the waves on its air inflated “skirt”, the ride was fabulous – if a little noisy – for the sea-sick prone, like me, who could resemble an emerald before a traditional ferry boat had left the harbour!

Not entirely without predecessors, the Hovercraft is regarded as a British invention of the late 1950’s when mechanical engineer Christopher Cockerell’s and his colleagues developed an annular ring of air for maintaining the cushion and providing lift under the vehicle, combined with a successful “skirt”, resulted in the first practical vehicular use of the concept.

Initially, until no military use was shown, Cockerell’s work and design were Classified. However, it was later Declassified and in 1958 Cockerell obtained funding for a full scale model. Launching in June 1959, it crossed the English Channel on 25 July 1959.

By 1968 a car and passenger cross-channel ferry service was offered by Hoverlloyd from the Kent coast to Calais and Boulogne (France) and, later, by Seaspeed – a joint venture with British Rail and the French equivalent SNCF. In 1981 the two businesses merged to become “Hoverspeed” – whose majestic craft is our featured image.

The Hoverspeed services ceased in 2000 and were replaced by Seacat catamarans until 2005. The reason, often cited for their closure was the impact of the opening of the Channel Tunnel.

I’d also suggest the routes suffered from a decline in so-called “Booze Cruises”, when us Brits, would fill up our cars with lowly taxed beers, wines and spirits in Northern France.

Although the Hovercraft continues to enjoy a role, both in the military and civilian services around the world, and production still taking place on the Isle of White – the home of its design and testing – perhaps like Concorde – see our earlier post here – Concorde by Dominic Baker in years to come and market forces identify demand there will be a revival in the fortunes of the Cross Channel Hovercraft services, I would be a keen supporter.

Photo credits – Hover Speed And MarkusHerzig.com

Volvo P1800

It’s odd what you forget and your memory needs to be jogged by a friend’s comment. A recent example is that of a favourite TV series from the late 1960’s.

I had forgotten that it’s hero, Roger Moore’s rather wooden “Simon Templar” aka “The Saint”, – cue title music – dodo dodo dadodo – drove a very early white Volvo bearing the registration “ST1”. Long before they became super sensible Volvo, yes a Volvo, agreed to sponser the design and constructed later versions of the far from ordinary and wholly iconic Volvo P1800.

Available from 1961 to 1973, it was designed by Pelle Peterson – seen below with his creation – later to find fame as a decorated yachtsman and yacht designer – and featuring the styling of, Pelle’s tutor, Pietro Frua, a leading Turin-based car designer who’s work is seen particularly with Maserati.

In 1957 Volvo sought a sports model to compete in the US and European markets. The concept for the car came from Pelle father, Helmer, an automotive engineer and consultant to Volvo. Volvo were insistent that the car had to designed by an Italian coach-builder and the resulting P1800 was what was then known as a “stylish tourer”.

It was initially intended to build the car at the Osnabruck (Germany) factory of Karmann but, it is thought Karmann’s major client, Volkswagen, may have insisted that Karmann refuse the work.

The car was finally presented at the 1960 Brussels Motor Show and it was initially assembled at the Jensen Motors factory in West Bromwich (near Birmingham, England).

Production moved to Sweden in 1963 and the car was renamed the P1800S – “S” for “Sweden”.

Over its production run more than 47,000 cars were built. In addition to a couple of engine sizes – the 1800 denoting the 1778cc initial spec. engine – the P1800 was available as a neat two seater coupe or as a three-door “shooting-brake” or sports estate – the P1800ES. This acquired the affectionate nicknames, the “Fiskbilen” – Swedish for the “Fish-van” – and in other parts of Europe, the slightly sinister, “Cinderella’s Coffin”.

Although Volvo themselves didn’t produce a convertible version of the P1800 the car was recognized by others for its perfect lines for this treatment. Notably, Volvoville in New York saw this opportunity and produced a highly desireable convertible version.

In September 2013, a 1966 P1800S, having obtained an entry in 1998 Guinness Book of Records for the highest mileage private vehicle at 1.69 million miles – exceeded three million miles.

In the 2013 adaptation of Jonas Jonasson’s excellent book “The 100 Year-Old Man Who Climbed Out of the Window and Disappeared” the leading character Allan Karlsson (played by Robert Gustafsson) is shown – in a Swedesh city location – driving a P1800S.

If you have ever been tempted to buy a Volvo P1800 can I suggest that a Eseential Buyer’s Guide is a good starting point – click the AMAZON link below the image to get a copy.

Volvo P1800/1800S, E & ES 1961 to 1973: Essential Buyer’s Guide

Once you have purchased your Volvo P1800 you will surely need the required Haynes Workshop Manual – click on the AMAZON link below the image to get a copy

Volvo 120 & 130 Series (and P1800) (61 – 73) Haynes Repair Manual (Classic Reprint Series: Owner’s Workshop Manual)

I do understand, as opposed to buying the car you may like to show your allegiance to the Volvo P1800 by wearing a T shirt with pride. If so, click on the AMAZON link below the image to get yours. – there are several colors to chose from.

STUFF4 Men’s Large (L) Burgundy Round Neck T-Shirt/Stencil Car Art / P1800

Phot credits – with grateful thanks Gooding & Company

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